Jet-propulsion mechanism



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l April 7, 1953 Filed April 9, 1946 IN VENTOR. ffqige .5f ai 1mm April 7, 1953 H. s. G. svl-:NsoN 2,633,922

JET PRoPuLsIoN uEcHANIsM Filed April 9, 1946 2 SHEETS- SHEET 2 ATTORNEYS Gf 157e/760i?.

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Patented .PT- 7, 1953 I UNITED STATES PATENT OFFICE v JET-PROPULSION MECHANISM Helge S. G. `S-venson, Villavicencio, Colombia Application April 9, 1946, Serial No. 660,675

i s claims. (o1.

My present invention relates to Jet propulsion mechanism adapted generally for vuse with aircraft, and more specically to a jet-driven multiblade rotor including inthe assembly power producing units in the nature of internal combustion engines carried by the respective blades of the rotor for operating the rotor to propel the aircraft so equipped.

, The rotoris especially applicable for use with autogyros or helicopters, and when this type of aircraft is equipped with the rotor mechanism, the craft is propelled in its forward motion or movement by the rotor under jet thrusts or impulses of power discharging through the respective power units located in the outer extremities Under some conditions an aircraft may be equipped with a pair of the rotors, revolving in opposite directions, and jet-driven `with power impulses discharged at diametrical points'about the center of rotation of therotors; and if desired more than one motivepowerlplant may be installed in a blade of the multi-blade rotor.

In the equipment of an aircraft of the helicopter type means are provided 'for electrically controllingthe motive power plants of the jetpropelled blades whereby the aircraft may be launched and caused to ascend vertically;V then under control of the aviator the rotor may be regulated to` direct the craft in horizontal flight;

and for landing purposes the operation of the ljet-driven motive-power plants maybe adjusted to permit and accomplish a vertical descent of the craft. i

The primaryobject of the 'invention-is the provision of aircraft equipment involving a multiblade jet-driven rotor which is simple in construction and operation, and of whicht each blade is equipped with a compactly arranged and selfcontained internal combustion engine or motive power unit that consists in a minimum number- A of parts combined and co-acting to insure a maximum eiciency in thepropulsion of an aircraft with a minimum expenditure of engine fuel.

VThe several identical motive power plants of the complementary rotor-blades are each supplied, from a central fuel tank rotatable with the rotor, and the fuel supply is under control of an electrically operated injector; a mechanically controlled supply of air, 'compressed under venergy of centrifugal force and mixed with the atomized fuel provides the fuel mixture for the internal combustion engine or motive power plant; and an electrical ignition system including an igniter or spark plug is .timed to cause `the combustion of successive charges of the fuel mixture and consequent jet-impulses fordriving the rotor. Each power plant also includes an automatically operating jet-valve mechanism controlling the discharge of power impulses for revolving the rotor, and other accessories that insure eicient operation of the rotor. i The invention consists in certain novel combinations and arrangements of component parts cooperating as above indicated,fas,will be more specifically set-forth `and claimed.

In the accompanying drawings Ihave illustrated one complete example of the physical embodiment of my invention wherein theparts are combined and arranged `according to onemode I have thus far devised for the practical-application of the principles of my invention, but it will be understod that changes and alterations may be made in theseexemplifying drawings, within the scope of my appended claims, without departing from the principles of the invention.

Figure 1 is` a top plan view of a two-blade rotor, showing by arrows the direction of rotation, indi-cating Vby dotted lines the arrangement of parts about the center. of rotation, and diagrammatcally showing the electrical controls for the rotor. Y

Figure 2 is a rear elevation View of the rotor in Fig. 1 indicating the xed swivel-support for the rotor mounted on a portion of the fuselage of an aircraft. Y 1 Figure 3 is a diagram showing'the cycle wherein two vjet-impulses or discharges occur in each revolution of the rotor; and Figure V4 is a similar diagram showing the cycle wherein one jet-impulse is dischargedin each revolution of the rotor. f

Figure 5 is an enlarged'vertical sectional view showing one of the two identical blades of a rotor, together with its swivel support, and accessories therefor, at line 5-5 of Fig. 6.

Figure 5 is a top plan view of the structure in Fig. 5, parts shown in section for convenience of illustration.

Figure 7 is an enlarged detail transverse sectional view at line 'I-'l of Fig. 6.

In equipping an aircraft with structural parts of the invention a central tubular swivel-bearing post l having an attaching flange is bolted to a suitable fixed portion of the fuselage indicated at F in Fig. 2, and a swivel-head, hollow hub, or bearing housing 2 here shown .as cubical in shape is supported-in elevated position and horizontally journaled by a circular ball bearing 3 about the swivel post l. The lusual and appropriate retaining plates 5 are threaded upon the upper end of the post and locked by suitable nuts to hold down the ball bearing.

In the illustrated form of the invention I ernploy two diametrically arranged hollow blades S and l, each united with the hollow bearing head 2 by means of a ilanged collar or tubular fitting 8 and attaching bolts 9, so that the blades of the rotor revolve or rotate in the direction of thefarrowsyinfFigure l-vvi thl thekrotatable bearingheade 2.

These blades and their equipment are identical so that a description of the construction and operation of one blade will suice forboth blades. The hollow blades are of approved-construction and material, and they mayibegreinforcedginusual manner as by an interior longitudinally extending I-beam Hl, and an adequate number of transverse webs or braces il in Fig. Il; .andthe blades are fashioned with an obtuse leading edge i2v a nd asharper trailing edge I3, together with ,a 'flat horizontal plane lower facc'zgandan V`upper rounded face.

A supply ofv liquidV fuely-forcommingling'with air'for the fuel mixture,v is-carried inastorage tai-ll:v lli located below` the planeY of A'the blades, and mounted by brackets` l at the underside of the central rotary bearing head or'hous ing, to rotate with the blades. IAs indicated Vin lig. 5; the fuel tank is ofinverted truncatedl coneshape surrounding the lowerNY portion of the bearing head and the v,upper portion of the vswivel-post, d and he tank is of suiiicent capacity fo1-supply- ,ing'` 'liquid fuel toA theY two internal combustion engines or n 1otive power; plants of 'the blades.

`/itliin each' bladev is mounted a longitudinally extending air `duct it openingat its inner end J.gintogjthej hollovsrbearing-head, and closedf'at its outer en d1 by a vertically arranged transverse Valveplate or partition i?` having an vexterior flange to which the angular casing of the combus- 'tion appliance ,is attached by--boltsor rivets. 'The angular casingis located within the hollowV blade, and' it includes a longitudinally-extending barrel or cylinder if closed-at one end by thewall or valve plate i 'l-` to' form a- "mixing and compressing chamberyx and an angular tapering-nozzle Iis extended fr ,orrr the f compression chamberv transversely' of; theV blade--toward-the trailing edge of theblade nWhere it terminates ina 'dschargeeor jet outlet 20.

-=The Vcombustible liquid fuel from the. supply 41-ta .nk |14 issupp-lied,` under-Yeentrifugalpressure. .to #the `-interior of -the Amixing vand r compression chamber throughaf feed ppez'2 Il couplediatzi'22f `to :the outer. .peripheral portionaofjthezannulaiftank, and this pipe, which enters one ci the interior -.-compartments of :the `blade fextendsf outwardly and` emergesffrorrrthey interiori ofithe blade; for .-Vconnectionwithan:electrically controlled injector 23 mounted in a wallet-the compressionohamber @with its; atomiz-ing nozzle 2 4; projecting a Vsuitable .fdistancefintogthegchamber; t8.

The fuel injector is electrically controlled byfa `solenoidSffsllown in dotted lines in Figa-65am the solenoid isaetivatedgto inject afullcharge f offtuel; into; ,the compression chamberby, an electelcel impulse through anv electrical injection ciri-eut..underfcontmlef :the revolving or rotating roten .This control wcircuit includes the grounded -.iyirefyinFigwfand the lead 27 .whichextends rinWardly. toward the bearing head fat, the .center fof, the.t rotor where itA is connected to `-a brush ,28 that revolves With the head .around -a xed. cy- .lndricaland insulated commutatcr V29 that is ,.,provided 4.with afpairof diametrically,arranged conducting segments 30 and 3|.

This commutator 29 is mounted rigidly on the upper end of a central tubular post 32, through Which the wires 33 and 34 of the fuel circuit lead upwardly from the control switches 35 and 36, and a battery is indicated at 3l as a source of electrical energy for the operation of the fuel injecting circuit.

Air or oxygen, under automatic mechanical vcontrQL is supplied tof'thermixing,aridcompression chamber idf from the centralhollow bearing head, for commingling with the atomized liquid rruel, and this fuel mixture is compressed, under centrifugal force created by the revolving rotor, -in-'the-mixing chamber I8 and the combustion ...Chamber lbilthemower unit located at the outer extremity of the blade.

l1li-or controlling and regulating this air supply a spring-seated air valve 38 opens and closes a port 39 fashioned in the transverse wall or partition il ofthe power unit, and the stem 430 of `lthe valve Whichisreciprocablein a bearing of the wall,-extendsinwardly; through the air duct i5. through air-inner'bearingplateliI of the tubular iixture Aand"the-inner Yend of the stem Yis --equipped with acam-head 42. For seatingv 'the valve a spring 43. is coiledabout. the inner end if the stern' and'Y interposed''betweenv the carnihead and the bearing plate 4 l. ...The air valve is opened, intermittently pand successively .under a canaction activated by; the. revolving rotor, .throuf rh successive contacts of the ,springpressed head' i? with a pair of diametrically arrangedperiphera. cams' M, f lili, rigidly -mounted.above they swivel'y .l1QSt' |,;'upon.the upper endof .afi'lxed tubum' 'cam-post' 45.

As theblade revolves aboutthe swivelrcen'zethe spring seated valve 38 j is thus successivelv pened'by cam-action, ,andl thefcentrifugalforce of ,the revolving rotonforcesair under pressure throughu the duct i5. and 9116.11, port-"i9V into'fth e mixing and compression chamber l8..and comb us- -tion 'chamber is, Where thefuel mixture is cnwpressed for ignition.

j'The compresse'dfuel-mixturej isgignited electri- `cally, ,as by means of a spark plug' 56; whi'chrcceives-timed Aelectrical high tensioniinpulses through Wire ilA froman induction coil 15B that is provided withavibrating .internupter' 69. "The induction coil is `mounted within the hollow blade, and; its primary receives timed currents vof electricity', through av brush; 553 e (similar `to i. brush ;2 8) that revolves about .the commutator. and, con- -tacts or coacts with'vv the conducting segments 30,

3 i forgrnalririgV and breaking the. ilowY of electricity throughthe nductance coild. The sparKplug,

" of coursei. is mountedina wail of; the combustion .Chamber t9 withits. points projecting withinthe chamber iforigniting i the .compressed .fuel mixture j therein and discharge a jet',blast: through j the dischargepport 2li` ofthe, nozzle. [-9.

Forcontrolling and` utilizingAV theY motivepower ^developed j from Ycombustionpf.the y`iu'ellnixture within the power .unit,a, spring,seated jet valve .5 l p altelnately .and :successivelycopens .andcloses the `discharge. port' il @f ,the jetnozzle. .The stern '.ofthisdischarge.valve, which extends through the rcombustion ,chamber i9 .transverselyof l,the blade is reciprocablein suitable. slidebearings, as 5.3. andlthe rear..end;of the stem isgprovidedwith a..,retardinghead or slidepiston that isre- A ciprocable in .a cylindricaLcasing 5511i which. a coiled sprngis mounted and bears` against the rea-r endvof'theslidepiston, tending toclose or seat` the valve 5i inthe portjZ.

[As -indicated `by thearrows in .the drawings the rotor revolves counterclockwise about the j central comrnufcatx'or,V`- vcam lpostV land swivel-post, f andv inthe form of the invention disclosed in the drawings, at 'each of two diametrical points in a revolut`ionhof a blade, vdue to cam action, a

charge'of fuel mixture isccmpressedwithin the combustion chamber and the compression chamber. This compression within the interior chambers attains an intensity of ample magnitude s that; impinging on theffront face of thepiston or plunger 54 and compressing `thespring, 56, withdraws-thelist valveV from vvits `seat to open the discharge port. The electric spark plug 46 After this thrust on the blade, and 'the combustion pressure is diminished Within the chambers,` the spring 55 expands and closesgthe jet s valve in its seatybut this spring actuated movement is initially retardedv by the diminishing pressure within" the chambers and exerted on the front face of the piston, in order that the revolving blade `will causea cam-action to open the air valve 38 and permit a blast of air through the chambers to, scavenge the chambers of exhaust gas, and .to aid in maintaining a comparatively low temperature in the walls of the chambers. This scavenging blast through the chambers and the exhaust port also aids in the Y propulsion of the blade. After the pressure is exhausted from lthe chambers, the jet valve is closed, and remains closed while the blade is revolving through one hundred and eighty degrees to a point diametrically opposite to the Y,

position of the blade in Figs. 5 and 6.

Figure 3 is a diagram representing a rotor with two blades each having two discharge cycles per revolution, the diametrically opposed discharge sectors being indicated as B and D, and the two larger compression sectors indicated as A and B. The arrow indicates the counter-clockwise movement of the rotor, and the fuselage axis of the aircraft is indicated by the legends Fore and Aft.

The jet thrust is controlled within certain limk its by varying the duration of the electrical current impulse sent from the battery 31 through the commutator 29 to the injector solenoid 23, and the quantity of liquid fuel injected at a certain rotor velocity is proportioned to the duration of the injection period.

Under these conditions, both of the controlA switches 35 and 36 are closed, and the two diametrically arranged conducting segments 30, 3|, co-operate with the brush 28 to give two electrical'impulses to the injector during each revolution of the blade.

With the jet discharges of each blade adjusted to equal intensity, the thrusts from the two balanced blades in the sectors B and D are equalized, and they form a couple that maintains the rotor in a counter-clockwise spin, in the direction of the arrow in Fig. 3. With the swivel-post in vertical position, or perpendicular to the earth, no horizontal force is applied to the rotor or to the aircraft on which it is mounted; but the injection may be timed and the driving thrust may be regulated to impart to the rotor a lifting motion equal to the total weight of the aircraft, thus enabling the aircraft to hover above a given spot.

To describe a vertical descent of the aircraft, the injectiontime and the driving thrust are out the discharge sector D.

decreased; and by increasing the injection time remains closed to complete the operating'circuit f or each blade, and the brushes ride over one of the stationary conducting segments of the commutator that has been de-energized, to cut The sole discharge of `motive power through the sector B accelerates movement in the direction lof thrust and approximately in the direction parallel to the longitudinal axis of the aircraft,

`until the aircraft in flight attains a velocitywhere -the air resistance to the forward motion will equal the totaljet` thrusts produced in the'discharge sector B; `forward motion thus` results lwhen there' is only one dischargeV cycle per'lrevolution of a blade. The swivel-post, and other stationary parts and appliances supported thereby, remain in approximately vertical position during these cycles, and tilting of the rotor is unnecessary in acquiring horizontal or forward movement of the aircraft.

Forward motion also results when the jet thrusts are increased in the discharge sector B and decreased in the discharge sector D, in Figure 3. The difference in the thrusts on opposite sides of the fuselage longitudinal axis will accelerate the flight of the aircraft until the air resistance against the forward motion will equal the difference between the thrusts.

In some instances two rotors, with their multiblades, and revolving or rotating in opposite directions, can be combined to propel the aircraft, and they will have working discharge sectors on opposite sides of the longitudinal axis of the aircraft to attain forward movement of the aircraft.

Various changes and alterations may be made in the physical embodiment of the invention as illustrated in the exemplifying drawings; for instance, more than one motive power plant may be installed in each of the two blades of a rotor with consequent changes or alterations in the controls therefor. These and other contemplated modifications come Within the scope of the principles of my invention as set forth in the appended claims.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is:

l.. In a jet propulsion mechanism including a fixed central swivel-post having a rotary hollow bearing head journalled thereon, a hollow rotor blade rigidly mounted on the head, an annular fuel tank surrounding the lower portion of the bearing head and carried thereby immediately below the rotor blade and rotatable with said bearing head and said blade, and a motive power unit carried by the outer end of the blade, the improvement comprising a longitudinally extending air duct in said blade communicating at its inner end with said bearing head, a transverse partition adjacent the outer end 'of said blade separating the motive power unit from said blade, a supply pipe communicating with said vfuel tank and said motive power unit for supplying fuel to @mesma Y? =-sai`r zunit :byfmeansfof feentllifugaigpressure, ffmjet routiet for #said Iimo-tive g power` unit7 at 1 the -ftraiiing odge of the blade, an electricallyfcontrollednel rinectorfconnected'to said"motive:powercunit'and Hsaid-supmypipefor ,controlling the'admission of 'iuel vitc :said -motor power tunit, 2a Y'esprin-g fbiased 12anzvalve 'in :said 4vpentition 1101 controlling the erimission iof fair :into Asaid motive ,poW-er xunt, means coacting with said .swivelepost :foricontrcilingssaidwair-valve and said .fuel injector 'and spark plug for "said motive po-Wer ',unit .for ignitingfthermixture of fair Yand fuelin said motive power: unit.

12..: n1rajetipropu1s`ion :mechanism :fas in ucla-im lrwhereintheimeansicoactng :with the va1ve,;for controlling the admissionrof;air ,into-saimotve -mowerfuriit comprises arpair Aof t dametrically arrangedcfcams on 'fsad'rswivelY- posh :and a--i stem :ton -f-'sad waive :having .one end thereof r in alternate @engagement wthzfsadzcams.

,In .fa i jet .propulsion mechanism :fas in :claim Til Pwvlreie'ein ithe fmeains-a-co'sictingL `with .theifneLin- 4jectorifor 'controlling the :ejection 4of fuel :into fisaidimotor power .unit :'.comprisesfa .commntator mi"fsaiideswiv'elposiz-far brush 4on fsaid`4 bearingghead Yswitches 'interpositioned Yin fsaid :circuit :formonitrolling'the :operation of saidzfuel. injector.

I-IELGJE! eS. SVENSON.

REFERENCES CITED Ihe 'following :referenceszare vof record int-the Tile :of fthis Lpatent 'UNITED STATES PATENTS Number Name vDate 1302135 21 Heroult Mar..:2'6, ..1912 `1,()25,6 18 vFish May 7, .1&12 1,263,475 Shepard .Apr123, `1918 1,820,946 Pitcairn.. ;Sept. e1, v1931 .2,330,056 Howard Sept.L 2 1,1943 2,397,357 fKundig, Mar., 26, 1946 A42,41-' ,584 Fleiss Feb. 1.1 1, .1947 2,514,749 Dobbins `Ju1y1 1, y1950 FOREIGN PATENTS N .umher Country ADate .6;-380 Great :Britain ,Man :,1'6, :1904 

